Boyden



2 Sheets-Sheet 1.

G.A.B0YDEN. LOCOMOTIVB DRIVER BRAKE.

Patented Sept. 23, 1890.

(No Model.)

i UNITED STATES PATENT OFFICE. l

GEORGE A. BOYDEN, OF BALTIMORE, MARYLAND, ASSIGNOR TO THE BOY- DEN BRAKE COMPANY OF BALTIMORE CITY, OF SAME PLACE.

LOCOMOTIVE-DRIVER BRAKE.

SPECIFICATION forming part of Letters Patent No. 437,171, dated September 23, 1890.

Application filed July 25, 1890. Serial No. 359,940. (No model.)

To all whom it may concern,.-

Be it known that I, GEORGE A. BOYDEN, a citizen of the United States, residing at Baltimore, in the State of Maryland, haveinvented certain new and useful Improvements in Locomotive-Driver Brakes, of which the following is a specification.

My invention relates to improvements in that class of driver-brakes which have one Io brake-head bearing against each wheel and which are placed relatively on the same side of all the wheels; and my invention consist-s of such arrangement of levers in a vertical plane that the movement thereof will be in a plane parallel to the movement of the brakeheads, thereby avoiding anyloosc connections, and to avoid any excessive strain on the levers, pins, and rods the brake-heads are suspended on levers in such manner that the 2o fulcrum thereof will exert its force against the heads, whereby double-the power exerted from the floating levers will be applied to the brake-heads, as the floating levers are connected to the free ends of the suspension-le-` 2 5 vers, all of whichI accomplish by the devices hereinafter fully described and claimed, reference being had to the accompanying drawings, in which- Figure 1 is a top view of one side of the frame and wheel of a locomotive, showingthe relative position of the brake parts thereto. Fig. 2 is a side view of the frame and wheels of a locomotive, showing the position of the shoes, rods, and brake-cylinder. Fig. 8 is a 3 5 top view showing the brake parts attached to a consolidation locomotive. Fig. 4 is a side view of Fig. 3. Fig. 5 is a detail side view showing the arrangement of the pull-rods, levers, beam, brake-head, and their attachment 4o to the frame. Fig. 6 is an end view of Fig. 5.

' Similar numbers designate similar parts.

On each side of the locomotive are arranged fac-simile braking devices, which are secured together by suitable cross-beams to impart rigidity and strength to the whole.

To the frame 7 of the locomotive is attached the brake-cylinder 8, provided with a piston and piston-rod 9, which transmit power to the brake mechanism through the link 10 and 5o right-angle crank 11, Fig. 4, or bythe odset lever 12, Fig. 2. The crank 11oor lever 12 is pivoted to the frame 7 by a s uitable hanger 13. From the short arm of either is pivoted apull-rod 14, provided with a suitable adjustable take-up device 15 to properly adjust the 55 parts as the slices wear away.

Suspended from the frame 7 are the brakeheads 16, which are placed relatively on the K same side of the several wheels 22, whereby when the braking force is applied the strain 6o will be in the same direction thereon.

To transmit power from the crank 11 or the lever 12 to the brake-heads 16, a series of pullrods 14 are arranged with one end pivoted to or about the center of the iioating levers 17, with the other end pivoted to the top of the following floating lever, except the first one, which has one end attached to the adjusting device, and the last one, which has one end attached to the last cross-beam 18. The iioat- 7o ing levers 17 are pivoted at the bottomto the suspension -levers 19 by means of the crossbeam 18, Fig. 6, which extend beyond the frame 7, and are attached to the brake device on the opposite side in the same manner. 7 5

The suspension-levers 19 are attached to the frame 7 by suitable pins 2O and hangers 2l. To the center of the suspension-levers 19 are fulcrumed the brake -heads 16, and so arranged that they will approach and recede 8o from the flange of the driver-wheels 22 in accordance with the vibration of the suspensionlevers, and, as they move in the same plane with the oating levers, tight and substantial connections can be made between all the movingparts. As the brake-heads 1G are fulcrumed iu the center of the suspension-levers 19, double the amount of pressure is exerted on them over that which is applied to the bottom of the suspension-levers from the iloat 9c ing levers and pull-rods, thereby not requiring so great a strain on these connections and parts to obtain the desired force on the brakeheads.

In Fig. 2, to balance the brake-heads, are arranged the springs 23, which pass through the fulcrum-pins 24, with one end attached to the suspension-lever 19, and the other being against the bottom of the brake-heads.

The operation is as follows: When the roc pressure is admitted to the brake-cylinder 8, the piston-rod 9 transmits its force on the first pull-rod 14, which in time transmits the proper amount to the following pull-rod and to its respective brake-head by means of the floating levers, and so on until the last brakehead is reached, on which all the remaining power is exerted, as there is no longer any need to transmit further.

The location where the central pivot-connections are made with the floating levers 17 and the pull-rods 14: depends on the required force to be exerted by that brake-head, and it is located to suit the weight carried by the driver-wheel, or theyean be located to equalize the pressure on all the driver-wheels.

Having described my invention and the manner of operating, what I claim, and desire to secure by United States Letters Patent, is-

1. In a car or locomotive brake, the eombi nation of two or more brake-heads arranged to bear against the wheels, the suspension-levers 19, that are free to vibrate in a vertical plane, the floating levers 17, pivoted to said suspension-lever and vibrating in the same vertical plane therewith, and the pull-rods 14, for transmitting movement to said levers 1f) and 17, for the purpose set forth.

2. In a ear or locomotive brake, the combination of two or more brake-heads arranged to bear against the wheels, the suspension-levers 19, that are free to move in a vertical plane, the Heating levers 17, pivoted to said suspensiondevers and vibrating in samcplane therewith, the pullrods 14, for transmitting movement to said levers 10 and 17, and the cross-beams 18, for the purpose set forth.

3. In a ear or locomotive brake, the combination of two or more brake-heads placed relatively on the same side of each wheel, the suspension-levers 19, that are fre'e to vibrate in a vertical plane, the floatinglevers 17, pivoted to said suspension-levers and vibrating in the same plane therewith, the pull-rods 14, for transmitting movement to said levers 1 9 and 17, and the cross-beams, for the purpose set forth.

4. In a car or locomotive brake, the combination of two or more brake-heads placed relatively on the same side of each wheel, the suspension-levers 19, that are free to vibrate in a vertical plane, the floating levers 17, the lower ends of which are pivoted to the free ends of said suspension-levers and thereby vibrate in the same plane therewith, the pullrods 1l, the ends whereof are connected, respectively, with the upper ends of said floating levers 17 and at a point in said levers 17 at or near the center thereof, whereby movement will be transmitted to the said suspension-levers 19, and whereby movement will be transmitted to the brake mechanism of the other drivers, and the cross-beams 18,whcreby the brake mechanism on one side of the locomotive will be tied to that on the other side thereof, for the purpose set forth.

In testimony whereof I afiix my signature in presence of two witnesses.

GEORGE A. BOYDEl'.

"Witnesses:

JoHN E. Moni-ns, JNO. T. MADDox. 

